Priming device for internal-combustion engines.



WADSWORTH PEIMING DEVICE EoR INTERNAL COMBUSTION ENGINES.

APPLICATION FILED NOV. 8, 1911.

Patented Aug. 5, 1913.

t (g WM i Ma Wj/M l; "2 l'a l iai g GEORGE R. WADSWORTH, OE CLEVELAND,OHIO, ASSIGNOR To THE rEERLEss MOTOR CAR COMPANY, or CLEVELAND, OHIO, ACORPORATION OE OHIO.

PRIMING-DEVICE FOR INTERNAL-COMBUSTION ENGINES.

incasea Specification of Letters Patent.

fia-atenten Aug. 5,1913.

' Application led November 8, 191i. SeriallNO. 659,099.

To all 'whom t may concern:

4Be it known'that I, GEORGE R. WADs- WORTH, a citizen of the UnitedStates, ,.re-

siding at Cleveland, in the county of Cuya-g boga and State of Ohio,have invented a'"' certain new and useful Improvement in Priming.Devices for Internal-Combustion Engines, of which the following is afull, clear, and exact description.

This invention` relates to internal combustion engines and particularlyto certain improvenients which concern the priming of the cylinders forstarting purposes.

(lne of the objects of my invention is to conduct the priming mixture tothe cylinders from a source of supply without the necessity for acomplicated system of piping which would add materially to the number ofexternal parts.

Further, the invention aimsv to provide a means for conducting orconveyingthe.

priming'mixture to the cylinders in a very effective manner by way ofthe main intake manifold but without having the priming mixture dilutedby mixing with the contents of the manifold which may not be suiicientlyrich in gasolene to ignite.

A further object is to provide a carbureter having an auxiliaryvaporizer which is employed for starting purposes and has associatedwith it means for causing the mixture to be of constant richness ingasolene, regardless of the rate atlwhichthe engine is cranked.

The above and other objects. are accomvplished by my' invention, whichmay be briefly summarized as consisting in certain novel detailsofconstructionv and combinations and arrangements of parts, which willbe described in they specification and set forth in the appended claims.

In the drawings, Figure 1 is a side view of a portion-of an internalCombustion engine equipped with my invention, parts be- `ing broken awayand omitted, and other parts being shown in section; Fig. 2 is a partialtransverse sectional view substantially along the line of Fig'. 1,looking' in the direction indicated by the arrows;

Fig. Sis a sectional viewthroughlpthe aux-. iliaryvaporizer,substantially along the line g 3-3 of Fig. 1, looking in thedi'rection'indicated by the arrows.

The internal combustion engine 10 may be of any suitable constructionand may have any number of cylinders, a portion of a six-cylinder enginebeing here shown, the cylinders being cast in pairs. The engine isprovided with a carbureter 11, which is connected to thecylinders of theengine by a main intake manifold 12, which'may be of any suitable formor construction. The carbureter includes a throttle valve 13, a mainmixing chamber '14, and a main gasolene jet tube l5, which is connectedin the usual manner with the float controlled gaso- Y lene chamber 16.In addition to the above parts, I provide means for priming thecylinders lof the engine, or supplying thereto independently of the mainparts of the carbureter, a mixture for starting purposes. While it isimmaterial, as far as certain features of my invention are concerned, as

` to the particular character of the source of the priming mixture, Ivhere Ashow the source of the prlming mixture in the form of an auxiliaryvaporizer designated as a which constitutes in efect an auxiliary mixingchamber and inc'loses an auxiliary jet tube 19 which iscOnneOted to thefloat controlled ga'solene chamber 16. The .chamber 18 has lnear itslower end, air inlet Openings 18a, so arranged that the air drawntherewhole by the reference character 17. This auxiliary vaporizerincludes a chamber 18' through will pass in part at least about the yvaporiseparate pipe to the upper part of the carbureter, o-r to thelower part of the intake manifold Vdirectly above the throttle valve. n

In any event, the mixture lproduced by the auxiliary vaporizer entersthe intakemani.-

fold and. is drawn up into the cylinders therethrough. -T his is notsatisfactory .for starting purposes, for the reason that this mixture atviirst maybe of suitable richness in gasolene for ignition but before itenters the cylinders', it. is more or less diluted by -the contents ofthe main manifold. It is deextensive with and follows thu branches of'the main manifold, `as indicated in Figs. 1 land 2, and the branches4of theauxiliary 'manifold discharge the mixture into the cylpoint tothe cylinders, a small auxiliary lintake manifold 2l, which is locatedwithin the'main manifold, as shown in the drawings. This inner auxiliarymanifold is coinder castings, or at the points where the mixture lisnormally discharged vfrom the branches of the main manifold. In thismanner, they mixture for starting purposes is conveyed directly to thecylinder by way of the main manifold, but without having the mixturediluted by the contents of the main manifold, and without a complicatedsystem of exterior piping, vwhich is obviously objectionable. It will beapparent also that this same arrangement of one intake manifold withinthe other might be employed as well with a different form of sourcey forthe priming mixture, such fo-r example, as a priming pump-the discharge'cranking or otherwise turning side of which might very well be extendedto thelower end of the-intake manifold, and connected to the lower endof the inner in- 7take, the same as I here connect the pipe 20.

When it is desired to start the engine by the engine over, the throttlevalve 13 w l preferably be closed so that the suction created by ,themovement of the pistons is all directed through the inner manifold 21,pipe 20, and 4 5 auxiliary' yaporizer. After the engine is u 'to speed,there will be little suction throug the auxiliaryv intake manifold andpipe 20,

the throttle valve then of course being opened and-the vaporization fornormal engine operation taking place in the main portionJof thecarbureter, which then functlons in the Vusual manner; In fact, I preferto provide in the pipe 20 between the manifold and auxiliary vaporizer,a valve 22, by whlch .the auxiliary vaporizer may be put out o'f'scrviceentirely after the engine is started. This valve will be operated fromany suitable point. Another'feature of my invention resides 1n animprovement which I have effected. in the auxiliary vaporizer, to causea mix# tureof constant or uniform richness in gaso* lene, regardless ofthe rate at vwhich theL7 -englne ,1s cranked. This is of no littleiinportance' when it is considered that the mixture which is supplied t0the engine for priming purposes, should havea certain de' `floatingsleeve 23 having a substantiallyc-4 s lindrical lower portion, 'whichsurroun and slides on the jet tube 19, and a flaring upper portion, thetop of which 'has' a fairly close working fit within the innercylindrical Wall of the chamber 18. The jet tube is substantially squarein cross section, as indicated in the cross sectional view of Fig'.

3, the sleeve beamg on the corners which are slightly rounded. Thisconstruct-ion provides between the sleeve and tube passageways 221. Thesleeve is provided near its lower end with openings 25 through which airmay pass into the passageways between the tube and sleeve, or directlyinto the chamber above these passageways.

When the engine is `being cranked, the suction causes the sleeve to risea` certain amount, depending upon the rate at which the engine iscranked. The greater the suction, the more the sleeve rises. However,the positionl of the sleeve determines partially-the velocityanddirection of the air which passes -upwardly about the gasoleneorifice. When the sleeve is in substantially its lowermost position,practically all of the air passes through the rather restrictedpassageways 24, between the sleeve and the jet tube. The higher ltheposition2 of the sleeve, the less the percentage of air which passesthrough the restricted passageways 24, and

the greater the percentage which passes d1- rectly through the largeropenings 18a. and

25 over the orifice. tends to regulate the velocity of the air whichpasses about the orice by controlling the course of the air and theeffective size Hence, this sleeve. 1

`of the air opening or openings which sur- I' round the orifice. In thismanner, the velocity of air about the orifice is substantially constant,and the richness of the mixture. is substantially uniform regardless ofthe rate at which the engine is cranked. u

Having described mylinvention, I claim: 1. In combination in an vinternal combustion enginehaving one or more cylinders,

a main source of explosive mixture, a main manifoldconnecting the sameto the cylinder or cylinders, an auxiliary 4source of mixture,.and asecond intake manifold. within the main manifold and connecting saidauxiliary source to the cylinder-or cylinders.

2.- In combination in an internal combusltionengine having a pluralityof cylinders,

a main source of explosive mixture, a main ders, a valve between themain source and the cylinders, an auxiliary source of fuel, a pipeconnecting the sameito the manifold above the valve, an auxiliary intakemanifold located within the main manifold and connected to said pipe.

3. In combination in an internal combustion engine having one or morecylinders, a carbureter provided with a main gasolene jet tube and amain mixing chamber, and with an auxiliary jet tube and auxiliary mixingchamber, a main intake manifold connecting the main mixing chamber withthe cylinders, andy a second intake manifold located within the mainintake manifold and connecting the auxiliary mixing chamber with thecylinders.

4. In combination in an internal combus'- vtion engine, one or morecylinders, a earbure'ter having a throttle Valve, a main jet tube and amain mixing chamber, an auxiliary jet tube, and an auxiliary mixingchamber, a main intake manifold connecting the main mixing chamber withthe cylinders, a passageway extending from the auxiliary mixing chamberto the intake manifold just above the throttle valve and an auxiliaryintake manifold located within the main manifold for conveying mixturefrom the upper end of said passageway to the cylin-h ders independentlyof the contents of the main manifold.

In testimony whereof, I hereunto aiix my signature in the presence oftwo witnesses.

. GEORGE R. WADSVVORTH. Witnesses:

f IIR. SULLIVAN,

A. F. Kwis.

